Retarder for rolling stock



Patented Sept. 3, 1929.

UNITEDSTATES PATENT i OFFICE.

CHARLES E. FEHRINGER, OF EAST S'll; LOUIS, AND-VIRGIL M. LANE, OF MAPLE PARK,

. ILLINOIS.

RETARDER FOR ROLLING STOCK.

Application filed April 14, 1928. Serial No. 270,009.

This invention relates to a retarder of the electro-magnet type, and has for its ob]cct to provide, in a manner as hereinafter set forth the controlling of the speed of rolling stock down an incline, but more particularly for the controlling ofthe speed of freight cars travelling down an inclined portion of a railway track and into a classification track when it is desired that switching of cars be handled by the use of the hump system.

Further objects of the invention are to provide, in a manner as hereinafter set forth, a retarder for the purpose referred to which is simple in its construction and arrangement, strong, durable, compact, thoroughly eflicient in` its use, automatic in its action, readily installed with respect to the rails of a track to form a continuation thereof, and comparatively inexpensive to manufacture.

' With the foregoing and other objects in View the invention consists of the novel construction, combination and arrangement of parts as hereinafter more specifically described, and illustrated in the accompanyingY `drawings wherein is vshown an embodiment of the invention, but it is`to be understood that changes, variations and modifications can be resorted to which fall within the scope of the claims hereunto appended.

In the drawings wherein like reference characters denotecorresponding parts throughout the several views:- v

Figure 1 is a fragmentary view in plan of a railway track showing the adaptation therewith of a plurality of retarders in accordance with this invention.

Figure 2 is an elevation, partly in longitudinal section, of a retarder in accordance with this invention.

Figure 3 is a section on line 3 3 Figure 2.

Figure 4 is a section on line 4-4 Figure 2.

Figure 5 is a sectional elevation of a modified form of retarder.

The form of retarder shown in Figures 1 to 4 is to be interposed between the opposed ends of opposed rail sections of a railway track, and is inl itself a normally de-energized electro-magnet and which when energized,` by the wheel fiange of one of a pair of wheels travelling thereover will retard the revolving of such wheels due to the attraction between the magnet and the wheel bodies, under such f conditions checking or slowing'the travel of the vcar passing over the track rail having the retarder interposed therein and forminga continuation thereof. The rail sections of thetrack, asillustrated, are indicated at 1, 2, 3, 4, 5and 6. The sections 1, 2 and 3 are arranged inl opposed endwise position and the sections 4, 5 and 6 are arranged in alike manner. The sections 1, 4 are positioned in` parallel spaced relation. The sections 2, 5 are positionedv in parallel spaced relation .and the sections 3, 6 are arranged in a like manner. The section 1 is spaced from the section 2 and the section 3 spaced from the section 2. The section 4 is spaced from thesection 5 and the section 6 spaced from the latter. The retarders are indicated vgenerally at 7, are disposed transversely of the track and are arranged in suitable parallel spaced relation. As illustrated, one of the retarders 7 is inter-y posed between the rails 1, 2 and the rails 4, 5, and the other` retarder 7' is interposed between the rails 2, Sand the rails 5, 6. As each of the retarders 7 is of the same construction, but one will be described as the description of one will apply to the other.

Each retarder includes a cylindrical body portion 8 terminating at each end in a head which are indicatedat 9, 10. The body portion and heads are cast in one solid piece of any suitable conducting material.

Each head has its bottom formed with a pair of oppositely "disposed lateral flanges 11, 12 provided with openings 13 for the passage of holdfast devices 14 for anchoringy a retarder in position. Each head has the top thereof forming a tread surface 15 for the tread 16 of a-wheel 17. Each head has its top formed with a groove18 providing a passage or clearance for the wheel flange 19. Each head has the inner side of its top formed with an upstanding flange 20 havingl the outer face thereof forming a continuation of the inner wall of the groove 18. The flanges 20 provide stops for a purpose to be presently referred to.,

The body portion 8 provides the core of the magnet and is provided with the winding 21 having one end thereof abutting the inner side of the base 9 and inner side of the flange 20 onpsaid head 9. The other end of the winding 21 abuts the inner face of the head 10 and also against theinner face of the flange 20 formed on the head 10. The windings of the coil are to be in percentage -taps offive horsepower, rangingto a maxi-f.

iio

`mum of retarding power desired, and will be controlled by a drum controller not shown. rillhe heads 9, constitute the armature of the magnet and associated with one of the heads is a current controlling means for the retarder. As illustrated the current control is associated with the head 9. rEhe current control is in the form of a magnetic switch illustrated diagrammatically in Figure 1. The current control includes a pair of switching elements 22, 23 successively engaged by the flange 19 of that wheel travelling over the head 9, to close and open the magnet circuit. The current control is indicated generally at A in Figure 1.

On closing the circuit it will provide fory the energizing of the magnet and the latter will act to retard the travel of the wheels, due to the attractionv between the magnet and the wheels. The current control or circuit closing and opening device may be ofv any suitable construction capable of performing the function required therefor, and

preferably it is of the magnetic start and stop type and is so arranged that after the flange of a wheel leaves the retarder, for a distance say about two inches, the device will be operated to open the magnet circuit.

` The switch element 23 is positioned centrally with respect to the retarder and in the groove 18 formed in the head 9. The positioning` of the switch element 23 centrally in the manner as shown is to overcome pull of the wheel toward the center of the retarder forwardly. If the electric power was turned on before the car wheel reached the center Vof the retarder, the wheel would receive a pull toward the center and give it an increase in speed, and naturally offsetting the full retarding power desired. If the object being pulled is before it, it will pull it to the center and if past center it will pull it back. So the switch is placed in the center of the retarder that no energy is.

placed in the magnet until the car wheel has reached the center when the only pull will be back, and the greatest pull willbe when it goes to leave the retarder, when, depending upon the windings of the coil if desired it can be made terrific.

The head 9 is provided with a passage 24 for the circuit connections 25 which lcad to the switch 23. The circuit connections leading to the switch 22 are indicated at 27, the power lines at 28 which are connected with the controlling` device A and the latter may be of that type as disclosed in our application Serial Number 190,825. The 'wheels 17 are carried by the axle 29. The outer wall of each groove 18 is flush with the inner side of the head 30 of a track rail. The tread surface 15 for each head 9 or 10 is flushwith the tread surface of the track rail. Preferably the flanges 11 of the heads 9, 10 are flush with the outer side of the base The retarder is insulated from the track rails and the coil be provided with a suitable covering.

The form shown in Figure-5 includes a .single head 32 having vdisposed inwardly therefrom at right angles thereto a cylindrical extension 33 which constitutes the core of the magnet. armature ofthemagnet. The extension is provided with the coils 84:. AThe vhead is flanged at 35, 36 and 37, grooved as at 38 and formed with a channel or passage 39 which leads to the groove 38. The head 32 is constructed in the same manner 9, with thisexception the opening, or passage 39 in head 32 is disposed at right angles with respect to the opening, channel or passage 2e in head 9. The switch arrangement, circuit connections and control device will be the same in connection with the forni shown in Figure 5 as that illustrated in connection with Figure 1. The form shown in Figure 5 is interposed between a pair of rail sections. v

When the retarders are employed they act as a means to control the speed of cars when travelling'down a grade or an inclinedportion of a, railroad track, the form shown'in Figure 1 acting upon al pair of wheels simultaneously, and the form illustrated in Figure 5 acting upon one of the wheels of a pair. The retarding action is carried out in a thoroughly efficient manner, and it is thought that the many advantages 'of a retarder, in accordance with this invention can be readily understood, and although the preferred em- 1oodimcnt of the invention is as illustrated and'jlcscribed, yet it is to be understood .that changes in the details of construction can be channel had which will fall within the scope of the v invention as claimed.

1What .we claim is: y

1. A retarder device for rolling stockcompris-ing an electromagnet normally in an openv circuit for interposition between and forming a. continua-tion of the tread surfaces of a pair of track rail sections, and means operated by the flange of a wheel travelling over said magnet for closing the magnet circuit when the wheel flange reaches the center-of the magnet and for opening the magnet circuit when the wheel flange passes clear of the magnet, the core of the magnet The head 32 provides-the as head disposed at right angles to the track rail sections.

2. A retarder device for rolling stock comprising an electromagnet normally in an open circuit for interposition between and forming a continuation of the tread surfaces of a pair of track rail sections, and means operated by the flange of a wheel travelling over said magnet for closing the magnet circuit when the wheel flange reaches the center' of the magnet and for opening the magnet circuit when the wheel flange passes clear of the magnet, said means being arranged within and below the top of the magnet and forwardly of the magnet, the core of the magnet disposed at right angles to the track rail sections.

3. A retarder for interposition between the sections of a track rail to form a continuation thereof comprising a body portion consisting of an electromagnet having arranged in the upper part thereof a normally inactive circuit closing means therefor, adaptedto be engaged by the flange of a wheel travelling over the magnet to close the circuitI for the latter thereby providing for the energizing of the magnet to cause the latter' to attract the wheel to reard travel of the latter as it passes over the magnet, the core of the magnet disposed at right angles to the track rail sections.

t. A retarder for rolling stock comprising means to provide a normally de-energized electromagnet for interposition between the rails of a track and adapted when energized to retard the travel of a pair of wheels, said magnet including a head at each end thereof provided in its top with a groove for the passage of a wheel flange, said magnet having its core connecting said heads and arranged between the rails of the track, and means operated by the flange of one of the wheels travelling through the groove in one of said heads for closing the magnet circuit to energize the magnet when the wheel flange reaches the center of the groove and for opening the magnet circuit to cle-energize the magnet when the wheel flange passes clear of such head.

5. A retarder for rolling stock comprising means to provide a normally de-energized electromagnet for interposition between the rails of a track and adapted when energized to retard the travel of a pair of wheels, said magnet including a head at each end thereof provided in its top with a groove for the passage of a wheel flange, said magnet having its core connecting said heads and arranged between the rails of the track,

and means operated by the flange of one of the wheels travelling through the groove in one of said heads for closing the magnet circuit to energize the magnet when the wheel flange reaches the center of the groove and for opening the magnet circuit to de energize the magnet when the wheel flange passes clear of such head, said circuit opening and closing means being arranged within and below the top of such head and forwardly of the latter.

6. A retarder device for rolling stock comprising means to form a` continuation of the tread surface of a track rail and in the form of an electro-magnet normally in an open circuit. means positioned within and forwardly of said magnet to provide for the energizing and cle-energizing of the magnet, and said magnet having its core extending inwardly at right angles with respect to the track rail.

7. A retarder device forrolling stock comprising means to form a continuation of the tread surface of' a track rail and in the form of an electro-magnet normally in an open circuit, means positioned within and forwardly of said magnet to provide for the energizing and cle-energizing of the magnet, and said magnet having its vcore eX- tending inwardly at right angles with respect to the track rails.

8. A retarder device for rolling stock comprising means to form a continuation of the tread surface of a track rail and in the form of an electro-magnet normally in an open circuit, means positioned within andforwardly of said magnet to provide for the energizing and cle-energizing of the magnet, said magnet having its core extending inwardly at right angles with respect to the track rail, and said core and windings bridging the space between a pair of track rails.

9. A retarder device for rolling stock comprising means to form a continuation of the tread surface of a track rail and in the form of an electro-magnet normally in an open circuit, means positioned within and forwardly of said magnet to provide for the energizing and cle-energizing of the magnet, said magnet having its core extending inwardly at right angles with respect to the track rail, and said core and windings bridging the space between a pair of track rails.

In testimony whereof, we affix our signa- -tures hereto.

CHARLES E. FEHRINGER. VIRGIL M. LANE. 

